US3752131A - Primary air supplying means for an intake system of internal combustion engine - Google Patents

Primary air supplying means for an intake system of internal combustion engine Download PDF

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Publication number
US3752131A
US3752131A US00149543A US3752131DA US3752131A US 3752131 A US3752131 A US 3752131A US 00149543 A US00149543 A US 00149543A US 3752131D A US3752131D A US 3752131DA US 3752131 A US3752131 A US 3752131A
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United States
Prior art keywords
primary air
valve member
valve
passage
sensing tube
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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US00149543A
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English (en)
Inventor
T Tsumura
K Iida
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Mazda Motor Corp
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Toyo Kogyo Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F02M23/08—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus
    • F02M23/09—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus using valves directly opened by low pressure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/19—Degassers

Definitions

  • ABSTRACT A primary air supplying means for an intake system of an internal combustion engine having a valve member adapted to permit the flow of a primary air during the deceleration of the engine, said valve member forming an orifice in cooperation with a valve housing for housing said valve member, and a sensing tube opened at the upstream of the orifice of the valve member when said valve member is in the open condition and opened at the downstream of a valve seat when said valve member is in the closed condition, the pressure present in said sensing tube being equalized to the negative pressure during the normal drive of the engine and to the atmospheric pressure during the deceleration thereof.
  • the present invention relates to a primary air supplying means for an intake system of an internal combustion engine and, more particularly, to the primary air supplying means having a sensing tube, the pressure present in said sensing tube being, during the normal drive of an internal combustion engine, equalized substantially to the negative pressure present in an inlet passage and, during the deceleration of said engine, to the atmospheric pressure.
  • the air-fuel mixture is usually enriched for a certain period of time with the addition of a small amount of the mixture supplied by an air stream under inertia, a fuel supplied during the idling and a small amount of residual fuel that has been wetted on the inner peripheral surface of the intake manifold.
  • the amount of fuel supplied to the engine chamber about the end of the deceleration is substantially equal to that of fuel supplied during the idling of the engine.
  • the misfire of the air-fuel mixture also results in the emission of noxious unburned compounds of the exhaust gas to the atmosphere, which constitutes one of the most significant sources of atmospheric pollution in many cities of the world.
  • an essential object of the present invention is to provide means for supplying the primary air to the inlet passage during the deceleration of the engine and concurrently detecting the deceleration of the engine.
  • Another object of the present invention is to provide a primary air supplying means having a sensing tube capable of introducing the inlet vacuum during the normal drive of the engine and introducing the atmospheric pressure during the deceleration of the engine for the purpose of detecting the deceleration of the en gine.
  • a further object of the present invention is to provide a primary air supplying means for an intake system of an internal combustion engine, said sensing tube being capable of controlling a mechanism to be operated during the deceleration of the engine.
  • a still further object of the present invention is to provide the primary air supplying means by which a great amount of the primary air can be continuously supplied to effect a complete misfire thereby to prevent the after-burning and surging phenomenon with substantial reduction of the amount of unburned compounds present in the exhaustgas.
  • a still further object of the present invention is to provide a primary air supplying means having a sensing tube capable of, during the deceleration of the engine, controlling the ignition system of the engine or the ignition device disposed in the reactor so that the amount of unburned compounds present in the exhaust gas can be advantageously reduced.
  • FIG. l is a longitudinal sectional view of a primary air supplying means in one embodiment of the present invention.
  • FIG. 2 is a longitudinal sectional view of a portion of said primary air supplying means in another embodiment of the present invention.
  • FIG. 3 is a similar view to FIG. 2, showing a further embodiment of the present invention.
  • the primary air supplying means is generally indicated by 10 and rigidly secured to a wall portion 11 of an intake manifold 12 at the downstream of a throttle valve (not shown) provided in the carburetor (also not shown).
  • This primary air supplying means 10 includes a valve housing 13 having radially outwardly extending flanges 13a and 13b at its both ends and formed at a substantially intermediate portion with an opening 14 connected with an air source, for example, an air cleaner (not shown), through a conduit 15.
  • This valve housing 13 is at one end adjacent to the flange 13a closed airtightly by a plug 16 with a disphragm member 17 nondetachably interposed between said plug 16 and said flange 13a, forming a diaphragm chamber 18 as defined between the plug 16 and the diaphragm member 17.
  • This plug 16 is provided, as shown, with a hole 19 through which a hollow member 20 is extended as will be mentioned later.
  • a cylindrical block 21 Situated substantially between the valve housing 13 and the wall portion 11 of the intake manifold 12 is a cylindrical block 21 having a longitudinally extending cavity 22 and integrally formed at an intermediate portion with a radially outwardly extending collar 23 airtightly sandwiched between the flange 13b of the valve housing 13 and the wall portion 11 of the intake manifold 12.
  • This cylindrical block 21 also has one end situated within the valve housing 13 and integrally formed with a bushing 24 for slidably supporting a piston assembly 25 therethrough and the other end situated within a recess 26 formed in the wall portion 11, said recess 26 being communicated with the intake manifold 12 through a bore 27.
  • the end of the cylindrical block 21 situated within the valve housing 13 is formed at its lateral side with a cut-out portion 28 to establish the com munica tion between the interior of the valve housing 13 and the cavity 22 while the other end situated within the recess 26 is stepped at 29 to form a reduced end portion 30 having a valve seat 31.
  • the cylindrical block 21 is also formed therein with a passage 32 having one open end 32a open to a spacing definedlby the lateral side surface of the recess 26 and the reduced end portion 30 of the cylindrical block 21 and the other open end 32b connected with a hollow member 33 rigidly secured to that portion of the-collar 23, which is in turn connectedwith the hollow member 20 in any known manner, for example, by means of couplings 34, 35 and 36 as shown by which a sensing tube can be thus formed.
  • the passage 32 shown as extending from the reduced end portion30 to that portion of the collar 23 in the cylindrical block 21 is construed as the sensing tube adapted to communicate the open end 32a directly to the diaphragm chamber 18.
  • this passage 32 may be disposed via the wall of the valve housing 13 without necessitating any couplings such as indicated by 20, 33, 34, 35 and 36.
  • the reucked end portion 30 is provided at its valve seat 31 with an aperture 31a communicated with said sensing tube.
  • the piston assembly 25 extending in the longitudinal direction within the valve housing 13 and the cavity 22 while slidably supported by the bushing 24 integral with the cylindrical block 21 has one end connected with a portion of the diaphragm member 17 by means of a suitable fastening member such as shown by 37 and the other end rigidly connected with a valve member 38 having an elastic mat 39, preferably made of synthetic rubber material, of about the same size as that of said valve seat 31.
  • This piston assembly 25 is movable between a first position in which, as shown, the cavity 22 is closed by the valve member 38 and a second position in which the cavity 22 is communicated with the recess 26 as will be mentioned later, said piston assembly 25 being normally urged to the first position by a coil spring 40 which is interposed between the diaphragm member 17 and that end of the cylindrical block 21 around the bushing 24.
  • the valve member 38 should be so sized that, when the piston assembly'25 is shifted from the first position to the second position against the spring 40 under the influence of the negative pressure present in the intake manifold 12, air supplied from the air source to the cavity 22 through the opening 14 and then the cutout portion 28 by means of the conduit 15 can flow into the intake manifold 12 through a clearance 41 which is formed between the lateral side of said valve member 38 and the lateral surface of the recess 26 and acts as an orifice.
  • the amount of the primary air to be supplied to the intake manifold 12 can be dependent upon the size of the clearance or orifice 41.
  • this clearance or orifice 41 should be so sized that a large amount of the primary air can be supplied to the intake manifold and thus the engine chamber to effect a complete misfire of the air-fuel mixture in the engine chamber.
  • the diluted mixture can be properly enriched in a reactor (not shown) disposed in the exhaust system to an extent that the unfired mixture is completely combusted in the reactor.
  • I I r p I The elastic mat 39 secured to the end of the piston assembly 25 together with the valve member 38 is provided to ensure the tight closure of the cavity 22 when the piston assembly 25 is in the first position and also to absorb, if any, a shock which will possibly occur upon abutment of the valve member 38 to the valve seat 31.
  • this elastic mat 39 has no significance if the tight closure of the cavity 22-by the-valve memeber 38 is ensured in any way.
  • the open end 32a of the passage 32 formed in the reduced end portion 30 as hereinbefore described should be arranged such that, when the piston assembly 25 is in the second position, a portion of the air flowing from the cavity 22 into the recess 26 through the orifice 41 under the influence of the negative pressure present in the manifold 12 can be sucked into the diaphragm chamber 18 through the passage 32.
  • This can be achieved because, despite that the air to be supplied into the intake manifold 12 from the cavity 22 via the recess 26 flowsiat a high speed, a suction force can be created in the diaphragm chamber 18 and thus the passage 32 as the piston assembly 25 is shifted from the first position to the second position against the spring 40.
  • the aperture 31a formed at the valve seat 31 and adapted to be closed by the valve member 38 when the piston assembly 25 is in the first position is so provided as hereinbefore described that equalization of the pressure in the diaphragm chamber 18 to the pressure in the cavity 22 or the atmospheric pressure can be more readily achieved than in the case where this aperture 310 is omitted.
  • the end of the cylindrical block 21 situated within the recess 26 is inclined from a substantially intermediate portion thereof toward the valve seat 31 while the open end 320 of the passage 32 is formed at the inclined surface 30.
  • the passage 32 which has been described as formed in the cylindrical block 21 in the first and second embodiments of the present invention with reference to FIGS. 1 and 2 may be formed in the wall portion of the intake manifold 12, as shown in FIG. 3, with the open end 32a thereof open to a spacing defined by the inclined surface 30 and the valve member 38 seated to the valve seat 31 through the elastic mat 39 sandwiched therebetween. If this spacing is not provided, the passage 32 may be opened in the recess 26 at the upstream of the orifice 41 of the valve member 38 which is in open position.
  • the other open end 320 of said passage 32 is connected with a suitable detecting means for detecting the driving condition of the engine, without utilizing the diaphragm chamber 18.
  • a suitable detecting means for detecting the driving condition of the engine, without utilizing the diaphragm chamber 18.
  • a compression spring 42 is provided between the depth of the recess 26 and the adjacent surface of the valve member 38 which is slidably received in said recess 26.
  • the orifice 41 is formed in the valve member 38 at any position outside the surface thereof occupied by the cross-sectional area of the valve seat 31.
  • the open end 32a of the passage 32 may be formed at any position in the wall portion 11 if this open end 32a is situated in register with the thickness of the valve member 38 or at the upstream of the orifice 41 when the valve member 38 is in position to permit the flow of air from the cavity 22 to the recess 26. It is, however, to be noted that, in the both instances shown in FIGS. 2 and 3, the aperture 31a communicated with the passage 32 in FIG. 1 is omitted. Nevertheless, the arrangements shown in FIGS. 2 and 3 function to achieve the substantially same objects as can be obtainable by the arrangement shown in FIG. 1.
  • a passage connecting between the interior of the valve housing 13 to the intake manifold 12 through the cavity 22 and the recess 26 is construed as a primary air passage.
  • valve member 38 In operation, assuming that the internal combustion engine equiped with the primary air supplying means of the present invention and mounted in an automotive vehicle is driven in the normal drive condition, the valve member 38 is abutted against the valve seat 31 by the action of the spring 40 so that the negative pressure in the intake manifold 12 can be introduced into the sensing tube. Accordingly, this negative pressure can be supplied to the diaphragm chamber 18 through said sensing tube whereby the valve member 38 can be upwardly moved by the piston assembly 25 connected with the diaphragm member 17 of the diaphragm chamber 18 so that the valve member 38 can be rigidly abutted against the valve seat 31.
  • the valve member 38 can be downwardly moved against the both intrinsic resiliences of the spring 40 and the diaphragm member 17. Therefore, the primary air can be supp-lied from the air cleaner to the upstream of the valve member 38 through the conduit 15 and then the primary air passage and further supplied therefrom to the intake manifold 12 through the orifice 41 formed between the lat eral side of the valve member 38 and the inner surface of the recess 26. Because of the provision of this orifice 41, differential pressure can be created between the upstream and downstream of the valve member 38.
  • the pressure present at the upstream of the orifice 4B is substantially equal to the atmospheric pressure while the pressure present at the downstream thereof is substantially equal to the negative pressure in the intake manifold 12. Accordingly, the sensing tube opened to the upstream with respect to the orifice 41 can introduce the atmospheric pressure into the diaphragm chamber 18 thereby to steadily maintain the valve member 38 in the open position against the action of the spring 40.v
  • the aperture 31a is adapted to introduce the atmospheric pressure into the intake manifold immediately upon opening of the valve member 38 so that the responsibility can be favourably improved.
  • valve member 38 When the engine is subsequently shifted from the decelerated condition to the normal drive condition, the valve member 38 can be seated against the valve seat 31 by the action of the spring 40 since the pressure in the intake manifold 12 is increased. Thus, the primary air passage can be closed. Thereaftenthe operation can be returned back to the normal drive condition.
  • the primary air supplying means may be set to enable a proper amount of the primary air to be supplied to the intake manifold to achieve the complete combustion in the combustion chamber of the engine at the proper time and the ignition device of the engine can be controlled by the sensing tube to prevent the after-burning and concurrently to reduce the amount of unburned compounds present in the exhaust gas.
  • the primary air supplying means of the present invention can be utilized to enable the sensing tube to control the operation of the ignition device disposed in the reactor thereby to remove the unburned compounds present in the exhaust gas.
  • the primary air supplying means having the sensing tube in accordance with the present invention may be utilized in such a manner that said sensing tube is connected with means which is to be controlled depending upon the deceleration or normal drive, to achieve objects of said means.
  • a Control Device is schematically shown connected to the sensing tube 32 by way of line 36'.
  • This line 36' is shown in dash lines to illustrate the optional arrangement of such A Control Device, with or without the specific connection of the tube 32 to the diaphragm valve control for the primary air valve.
  • An air supplying arrangement for an air intake system of an internal combustion engine comprising:
  • an inlet passage arranged downstream of an engine throttle valve for supplying air and fuel to combustion chambers of the engine
  • primary air valve means arranged in said primary air passage adjacent said inlet passage and including 7 means for opening said primary air passage to said inlet passage in response to engine deceleration conditions and including means for closing said primary air passage with respect to said inlet passage in response to operation of the engine under other than deceleration conditions, a sensing tube, means for directly communicating said sensing tube with the pressure in said primary air passage at a position upstream of said primary air valve means when said primary air valve means is open,
  • control device means operatively connected to said sensing tube for controlling operating parameters of the engine in direct response to the pressure existing in the sensing tube.
  • said means for directly communicating said sensing tube with the pressure in the inlet passage includes an orifice arranged in one of a valve member of said primary air valve means and a wall of said primary air passage adjacent said valve member, said orifice being dimensioned such that, when the primary air valve means is open, a pressure differential exists at opposite sides of the orifice with the side of the orifice communicating with the sensing tube being at the pressure in said primary air passage and with the side of the orifice communicating with the inlet passage being at the pressure in said inlet passage, whereby said sensing tube experiences the pressure in said primary air passage substantially unaffected by the pressure in said inlet passage when said primary air valve means is open.
  • said means for opening said primary air passage includes the dimensioning of said valve member such that increased negative pressure in said inlet passage during deceleration conditions effects the movement of said valve member to the open position.
  • said means for closing said primary air passage includes resilient means continually pushing said valve member toward the closed position.
  • valve member is surrounded by a chamber leading from and arranged above the intake passage, said orifice being positioned between an outer edge of the valve member and wall portions of said chamber, said sensing tube being open to said chamber at a position above said orifice.
  • valve seat for said valve member includes an inclined surface which forms a wall of said chamber, said sensing tube being opened at said inclined surface.
  • a valve seat for said valve member is provided with an aperture communicating with the sensing tube, which aperture is open to said primary air passage when said primary air valve means is open and is closed to said primary air passage when said primary air valve means is closed.
  • control device means includes primary air valve assisting means for assisting in closing and opening said primary air valve means.
  • said primary air valve assisting means comprises a diaphragm device including a diaphragm and a diaphragm chamber, said diaphragm being rigidly connected with said valve member and said diaphragm chamber being communicated with said sensing tube whereby said valve member can maintain the primary air passage in the closed condition by the resilient means and the negative pressure introduced from said inlet passage through said sensing tube to said diaphragm chamber during the normal drive of the engine and can maintain the primary air passage in the open condition by the negative pressure acting on the valve member and the primary air pressure introduced from said primary air passage through said sensing tube to said diaphragm chamber during the deceleration of the engine.
  • control device means includes additional means for controlling operating parameters of the engine other than the flow of primary air.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid-Driven Valves (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of The Air-Fuel Ratio Of Carburetors (AREA)
US00149543A 1970-06-04 1971-06-03 Primary air supplying means for an intake system of internal combustion engine Expired - Lifetime US3752131A (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1970055443U JPS4947527Y1 (enrdf_load_stackoverflow) 1970-06-04 1970-06-04

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US3752131A true US3752131A (en) 1973-08-14

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US (1) US3752131A (enrdf_load_stackoverflow)
JP (1) JPS4947527Y1 (enrdf_load_stackoverflow)
DE (1) DE2127875C3 (enrdf_load_stackoverflow)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4038349A (en) * 1975-12-22 1977-07-26 Arkady Solomonovich Ozersky Device for reducing toxicity of i.c. carburettor engine under forced idling conditions
US4111167A (en) * 1976-09-03 1978-09-05 Cyril Cecil Kane Carburetor by-pass
US4122806A (en) * 1976-03-26 1978-10-31 Deutsche Vergaser Gmbh & Co. Kg Valve for adding extra air in an internal combustion engine
US6363778B1 (en) 1998-12-17 2002-04-02 Honeywell International Inc. Engine misfire monitor
US9279406B2 (en) 2012-06-22 2016-03-08 Illinois Tool Works, Inc. System and method for analyzing carbon build up in an engine

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4038349A (en) * 1975-12-22 1977-07-26 Arkady Solomonovich Ozersky Device for reducing toxicity of i.c. carburettor engine under forced idling conditions
US4122806A (en) * 1976-03-26 1978-10-31 Deutsche Vergaser Gmbh & Co. Kg Valve for adding extra air in an internal combustion engine
US4111167A (en) * 1976-09-03 1978-09-05 Cyril Cecil Kane Carburetor by-pass
US6363778B1 (en) 1998-12-17 2002-04-02 Honeywell International Inc. Engine misfire monitor
US9279406B2 (en) 2012-06-22 2016-03-08 Illinois Tool Works, Inc. System and method for analyzing carbon build up in an engine

Also Published As

Publication number Publication date
JPS4947527Y1 (enrdf_load_stackoverflow) 1974-12-27
DE2127875B2 (de) 1973-04-19
DE2127875A1 (de) 1971-12-09
DE2127875C3 (de) 1973-11-08

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